Aircraft generating a lift from an interior thereof

ABSTRACT

The invention discloses an aircraft generating a larger lift from its interior. The fluid channel inside the aircraft communicates with the engine and the ports on the upper surface of the outer shell. With the powerful suction of the engine, the fluid on the upper surface of the outer shell is quickly sucked into the fluid channel via respective ports under conditions of long path, large area, high speed and low air pressure, which results in large lift from the interior of the aircraft. In the course of generating the lift, the fluid resistances of the fluid wall and the fluid hole are sucked into the fluid channel through the ports at the front and the surrounding area of the aircraft, then high-speed fluid is emitted from the rear port. This approach contributes greatly to the transformation of the existing aircraft. The unified big wing significantly improves the lift, the speed and the carrying capacity of the existing aircraft with lowered energy consumption.

This is a divisional application of the U.S. patent application Ser. No.13/864,370.

BACKGROUND OF THE INVENTION

Field of the Invention

This invention relates to an aircraft, especially to an aircraft withmore power lift.

Related Prior Art

Aircraft has been around for about a hundred years. Its lift force comesfrom a propeller and wings which produce limited lift force with highenergy consumption. However, this invention is an aircraft having nowing and propeller but generating greater lift from its interior. In thecourse of generating the lift, the fluid resistance significantlyreduces. This method modifies the traditional aircraft to improve liftand speed while reduce power consumption.

Conventional prior art discloses the proposed vehicle was in fluid-holelarge negative pressure zone formed by closing a fluid wall, a fluidhole, and a fluid mouth, the fluid resistance of a moving car can begreatly reduced as long as the fluid hole mouth can be avoided to beclosed.

Through a further study, it is found that a vehicle body fast moving inthe fluid can have significantly reduced energy consumption and improvedspeed as long as the fluid entrance can be avoided to be closed.

Another conventional prior art discloses that the fluid layer on thewing communicates with the fluid passage of the fuselage, unifying thefuselage and wing to be a large wing so as to increase the area of theoriginal wing. Thereby, the fluid travels much longer along the unifiedbig wing at higher speed, thus significantly increasing the lift.

SUMMARY OF THE INVENTION

The object of the invention aims at resolving the main technicalproblem, and thus provides an aircraft with a bigger lift from itsinterior, greatly reduced fluid resistance, effectively improved speedand power efficiency, significantly reduced energy consumption, andsimplified structure, which can be achieved by modifying a conventionalaircraft vehicle.

To overcome the above technical problems, technical solutions used inthis invention are:

1. There is a fluid channel within the aircraft fuselage. On an uppersurface of the fuselage is located at least one port with a fluidchannel communicated with an engine. With the action of powerful suctionof the engine, an external fluid each the engine through the internalfluid channel from the port on the upper surface. Because of the longpath length, large area and fast fluid speed from the port to theengine, the pressure is naturally low. Such a powerful suction state ofthe engine forces the fluid to rapidly fast flow through the fluidchannel, resulting in a huge lift inside the aircraft and then onto theupper external surface thereof. There generates a tremendous pressuredifference between the upper external surface and a lower externalsurface of the aircraft on which the fluid flows at normal speed. Thispressure difference creates a great life which is controllable throughthe engine or the port.

2. In the course of lift generation for a new aircraft, the ports at thefront-end and around the fuselage communicate with the fluid channel andthe exits at the back-end. Thereby, the fluid resistance at the fluidwall and the fluid hole is drained out from the exits to avoid the fluidhole from being blocked, changing the fluid distribution. The fluidresistance is therefore greatly reduced.

3. The big wing is formed by unifying the engine and the fluid channelwith the fuselage and the wings, which can be achieved on the existingaircraft, to increase the lift and the speed while decrease the energyconsumption.

The engine as described above is located in the fluid channel. Theengine has an air-in vent communicating with one of the ports on theabove-mentioned external surface of the aircraft, and an air-out ventcommunicating with one of the above-described exits.

Said engine drives the fluid to flow within said fluid channel, so thatthe flow speed of the fluid inside said fluid channel and on theexternal upper surface communicating with the fluid channel is greaterthan that on the external lower surface where the fluid naturally flows.Thereby, a pressure difference is created on the external lower surfaceof the aircraft.

In a preferred embodiment according to the invention, the external uppersurface of the fuselage and the wings communicate with the fluid channeland the engine to form a big wing having the fluid channel insidethereof. With the action of the engine's power, the speed of the fluidwhich flows through the fluid channel from the external upper surface ofthe big wing is greater than that on the external lower surface innatural state, so that there creates a generate pressure between the topand bottom of the fuselage, between upper half part and lower half partof the fuselage, or between the peripheral part and the lower surface toform the lift.

In a preferred embodiment, each port communicates on the surface of saidfuselage. The port of the upper surface is a first port. The ports onboth sides or surrounding area thereof is second ports. The port on thelower surface of the bottom thereof is a third port. The port on theupper surface of the wing is the forth port. The port at the front inthe movement direction is a fifth port. At least one of said ports has acontroller and an electrically controllable door or spoiler panelconnected to said controller. Said controller controls the opening andclosing of the electrically controllable door or the spoiler panel, andthe altering of the air-guiding angle of the spoiler panel, so as tocontrol the amount of the charged air at different parts of the fuselageand further control the flight direction or lift for the aircraft.

In a preferred embodiment, described spoiler board curved surface andlower surface of the plane, or the upper and lower surfaces are curved,flat, feather surface or surface scales.

In a preferred embodiment, said equipment main body has feather-like orscale-like surfaces over a part or the whole external topography so thatit uses the feather-like surfaces in the air while scale-like surfacesin the water.

In a preferred embodiment, said equipment main body and wings include anouter shell and a closed inner shell. The fluid channel is locatedbetween the outer shell and the closed inner shell. The equipment mainbody has a chamber structure having partitions therein. A bending orfolding space of the fluid passage forms by the partitions or betweenthe partitions and the chamber.

In a preferred embodiment, the only one port of the aircraft is thefifth port on the upper surface of the wing to communicate with thefluid channel of the fuselage, the fluid passage of the wing and theengine.

In a preferred embodiment, the controller controls the opening, closingand the angle of ports in different locations on the outer shell of theaircraft, so that a pressure difference forms between the opened portsand the closed ports, and between the surface and the surrounding areaof the fuselage to create a lift needed for taking off, landing andchanging the flight direction.

In a preferred embodiment, said fifth port has the same size as windwardside at the front of the aircraft.

In a preferred embodiment, said equipment main body has a shape oftriangle, diamond, square, round, semi-circle, oval, pyramid or garment,and can move in the air, in the water and on the ground.

Said equipment main body which can move in the air and water has a fluidchannel communicating with a suction engine. An air-in vent and anair-out vent of the engine can be closed in the water. The fluid channelis an air channel when communicating with the air, and is a waterchannel when communicating with the suction engine in the water. In thiscase, the fluid channel is used for water storage.

Said aircraft has its side wings connecting to each other on the top ofthe fuselage to form a circular wing. Said circular wing includes aninner shell and an outer shell. Between the inner shell and the outershell is a fluid passage communicating with the fluid channel of thefuselage and the engine.

Said garment-shaped aircraft includes an outer covering and an innercovering. A fluid channel forms between the outer covering and the innercovering, surrounding the user's body and communicating with the engine.

In a preferred embodiment, the equipment main body able to move in theair and on the ground is an inflatable car. The inflatable car has anouter shell and an inner shell, either of which is an inflatable layer,or between which is located an inflatable layer. At the bottom of theequipment main body, spoiler panels are located in a manner that aconvex surface of one spoiler panel faces a concave surface of itsneighboring spoiler panel.

In a preferred embodiment, a plurality of engines are arranged aroundthe middle of the fuselage of a flying saucer, or an engine is locatedin the middle of the bottom of the engine. The engine has an air-in ventcommunicating with the fluid channel, and an air-out vent communicatingwith a steering cylinder and an exit.

In a preferred embodiment, said fifth port has a cone-shaped rotatinghead driven by a motor to throw the fluid coming from the forwarddirection to the surrounding direction.

In a preferred embodiment, said aircraft generating the lift is thehelicopter. The engine is located at the middle of the bottom or thetail of the helicopter. Said port is located under the helicopter'spropeller and communicates with the fluid channel and the engine.Alternatively, the port is located at the middle of the bottom of thehelicopter, between the upper surface of the fan driven by the engineand a lower shell of the fuselage.

In a preferred embodiment, the aircraft generating the lift is aninflatable aircraft including an inner shell and an outer shell. Theinner shell and the outer shell of the inflatable aircraft areinflatable layers.

In a preferred embodiment, through the control of opening and closing ofthe ports by the controller, the aircraft gains or eliminates the lift.

In a preferred embodiment, the aircraft is an airplane with the enginein its wings, on both sides of its fuselage.

This invention provides advantages as follows.

Since the aircraft appeared a hundred years ago, its lift sources camefrom the propeller and wings, the lift generated by the propeller isvery limited. Furthermore, there is not big difference between the fluidpath over the curved upper surface and the flat lower surface of thewing, and therefore the obtained lift is not great. However, in theinvention, the internal fluid channel of the engine communicates withthe port on the upper surface of the outer shell and the engine. Withthe powerful suction of the engine, the flow speed for the fluid insidethe fluid channel and the upper surface is much larger than that on theexternal lower surface of the outer shell. A huge pressure differenceforms between the upper surface and the lower surface of the aircraft,resulting in a great lift. This lift source comes from the fluid channelinside the aircraft. An enormous lift is full of the interior of theaircraft, and then extends to the exterior through each port of theupper surface of the aircraft. With the powerful suction of the engine,a lift generated from inside to outside in this invention, which is muchgreater than that generated in natural state in a conventional airplane.It is a great improvement in the airplane history, because the liftpassively generated in the natural state is turned to be an activelygenerated lift. The amount of the lift can be controlled through thecontrol of the engine power.

2. The front and the surrounding area of the aircraft is a positivefluid pressure zone, while the rear thereof is a negative pressure zone.Therefore, the best solution to reduce the fluid resistance for theaircraft is to reduce the fluid resistance is to reduce the fluidresistances at the front fluid wall and the surrounding fluid hole whileavoid the fluid hole mouth from being closed. When the aircraft moves inthe ideal fluid state, the flight speed increases and more energy issaved.

3. The transformation of the existing aircraft is to provide the wingwith a port as the exclusive air-in vent. With the powerful suction ofthe engine, the flow speed for the fluid on the upper surface of thewing is much larger than that on the lower surface thereof. A hugepressure difference therefore forms between the upper surface and thelower surface, resulting in a great lift. This is very important to thetransformation of the existing aircraft. Furthermore, the fluid channel,the fuselage and the wings are unified as a big wing through each porton the upper surface of which even more greater pressure differencegenerates between the upper surface and the lower surface with theaction of the powerful suction of the engine. The big wing has biggerarea than the existing wing and has higher fluid speed on the uppersurface than the lower surface, resulting in a greater lift than theprior art.

4. At present, no flight vehicle has been found to be able to fly in theair as flexibly as a bird with very little energy for long-distanceflight. In order to create a flight aircraft overcoming the abovedisadvantages, it needs to imitate the mechanism of the bird feathers ontheir wings. A feather-like layer covers with another feather-likelayer. The controllers control the respective feather-like spoilerpanels like the bird controls the layers of the feathers, so that thefluid can flow through the multi-layers of spoiler panels as if throughthe layers of bird's feathers. Thereby, the aircraft can move asflexibly as a bird with lowered energy. Since the aircraft of theinvention has the flight mechanism imitating the bird, the fluid willnot leave from the wing to let the aircraft in a lost-speed state evenwhen the aircraft tilts at 60°-70°. If the aircraft malfunctions, thepilot has more opportunities to escape by gliding the aircraft.

5. The bird and fish has been through a few million years of evolutionand it has been found that feathers and scales are the best way toreduce the fluid resistance. Therefore, the fluid-contacting surfaceswith feathers and scales perform better than smooth and flat surfaces inreduction of the fluid resistance. A plurality of feathers and scalesare arranged both vertically and horizontally in layers in a manner toimitate the real feathers and scales. It looks like a plane but actuallyeach feather-like or scale-like surface has a protruding center slightlydownward extending to the periphery thereof, forming a slightly curvedsurface. When the fluid flows along a plurality of branches of featherson the above curved surfaces from the center downward to the peripherythereof, or when the fluid flows along the curved scale, the fluid pathis longer, the fluid flows faster with reduced resistance. Thefeather-like or the scale-like can be made of metal, plastics, glass,steel, carbon fiber and leather.

6. The airplane gets the lift from the wings, while the airship obtainsthe lift due to its weight lighter than air, which demonstrate two verydifferent sources to get the lift. The combination of the airplane andairship creates the new aircraft having the advantages of both.

7. When the present invention applies to an inflatable car, it can movein the air by generating or eliminating the lift through the control ofthe ports. It can move on the ground when the lift is eliminated andbecomes the lightest and most energy-efficient car in the world. It canmove with minimal power, so that cars with green energy sources such asfuel cells, compressed air, solar energy, etc. become a reality.

DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic view showing the resistance when an existingairplane moves.

FIG. 2 is a side view schematically showing an aircraft generating alift from an interior thereof, further with schematic view of theresistance, according to a first embodiment of the invention.

FIG. 3 is a top view schematically showing an aircraft generating a liftfrom an interior thereof, according to a second embodiment of theinvention.

FIG. 4 is a side view schematically showing an aircraft generating alift from an interior thereof, according to a second embodiment of theinvention.

FIG. 5 is a side view schematically showing an aircraft generating alift from an interior thereof, according to a third embodiment of theinvention.

FIG. 6 is a front view schematically showing an aircraft generating alift from an interior thereof, according to a forth embodiment of theinvention.

FIG. 7 is a top view schematically showing an aircraft generating a liftfrom an interior thereof, according to a fifth embodiment of theinvention.

FIG. 8 is a side view schematically showing an aircraft generating alift from an interior thereof, according to a fifth embodiment of theinvention.

FIG. 9 is a front view schematically showing an aircraft generating alift from an interior thereof, according to a fifth embodiment of theinvention.

FIG. 10 is a side view schematically showing an aircraft generating alift from an interior thereof, according to a sixth embodiment of theinvention.

FIG. 11 is a side view schematically showing an aircraft generating alift from an interior thereof, according to a seventh embodiment of theinvention.

FIG. 12 is a side view schematically showing an aircraft generating alift from an interior thereof, according to an eighth embodiment of theinvention.

FIG. 13 is a side view schematically showing an aircraft generating alift from an interior thereof, according to a ninth embodiment of theinvention.

FIG. 14 is a top view schematically showing an aircraft generating alift from an interior thereof, according to a tenth embodiment of theinvention.

FIG. 15 is a top view schematically showing an aircraft generating alift from an interior thereof, according to an eleventh embodiment ofthe invention.

FIG. 16 is a side view schematically showing an aircraft generating alift from an interior thereof, according to a twelfth embodiment of theinvention.

FIG. 17 is a schematic view showing feather-like surfaces of an aircraftgenerating a lift from an interior thereof, according to the invention.

FIG. 18 is a schematic view showing scale-like surfaces of an aircraftgenerating a lift from an interior thereof, according to the invention.

DESCRIPTION OF THE INVENTION

For the detailed description of the technical content, structuralcharacteristics, the realization of the purpose and effect according tothis invention, the following combination of implementation will beillustrated with the accompanying detailed drawings.

Existing aircrafts have at least the two following disadvantages: First,the source of lift for the current aircraft having wings of curved uppersurfaces and plane lower surfaces comes from the propeller and thewings. The fluid flows through the area with small topographicdifference between the upper and lower surface, resulting in a smallpressure difference and thus generating a small lift. Consequently, theaircraft has small carriage capacity, low speed and high energyconsumption.

Secondly, as shown in FIG. 1, when the existing aircraft moves fast inthe fluid, it hits face-to-face onto the fluid with equivalent velocityto the airplane, as if the head of the airplane hits onto a thick wallformed by the fluid. Therefore, the front-end of the aircraft becomesthe largest positive pressure zone. The thick fluid wall instantaneouslyforms a thick fluid hole which tightly wraps around the aircraft. Thefaster the velocity and the larger the thickness of the fluid around thehole, the fluid hole has greater resistance to give the aircraft morepositive fluid pressure. At this point, the fluid hole embraces theaircraft. Regardless of the fluid path length, the fluid reaches acertain distance from the rear instantly to close the fluid hole mouth.A small negative pressure zone is between the rear of the aircraft andthe fluid hole mouth, tightly holding the rear of the aircraft to bringresistance to the aircraft. After long-term observations by theinventor, it has been found that the actual situation is far worse thansuch a situation. The aircraft is forced to be in a large negativepressure zone after the fluid hole mouth is closed. The pressuregenerated by high speed flow of the fluid in this large negativepressure zone inside the fluid hole is significantly different from thepressure outside the fluid hole. When the aircraft moves, the largenegative pressure zone is driven to hit the fluid wall, then formsanother fluid hole and closes the fluid hole mouth, rendering themovement of the aircraft more and more difficult for the majority ofenergy is consumed in the large negative pressure zone. This is the mainreason why the current aircraft has high energy consumption and it ishard to increase the flying speed. More detailed description here belowwill be given to an airplane as an example.

FIG. 1 shows distribution of the fluid resistance of an existingairplane. As shown in FIG. 1, when the aircraft flies fast, its headcontacts the maximal fluid resistance. As the fluid does not moverelative to the airplane, the airplane instantly compresses the fluidinto a fluid wall 711 with the equivalent velocity and thickness as theairplane. Then the airplane instantly enters the fluid wall. Thehigh-pressure fluid embraces the airplane as if the airplane passes intoa fluid hole 712 with a certain thickness. The faster the airplane, thethicker the fluid wall 711 with equivalent velocity to the airplane,resulting in greater resistance. Similarly, the greater the wallthickness of the fluid hole 712, the greater the lateral force appliedinward onto the aircraft and the wings as if a python tightly wraps fromthe head to the end. The greater the lateral force, the greater thefriction generated between the fuselage and the fluid hole 712 when theaircraft moves, especially when the aircraft has a longer fuselage. Theresistance generated by the fluid-hole 712 is not less than theresistance generated by the forward fluid wall 711. The fluid forms anegative pressure zone 713 at a certain distance from the rear of thetail in order to maintain its continuity of arrival to the rear from thefuselage around the same time and then closes a fluid hole mouth 714. Atthis time due to curved and flat forms of the upper and lower surface ofthe wings, the difference of the fluid path where the fluid flowsthrough is small. The fluid flows over the upper surface and the lowersurface at different speeds but arrives at the same time, generating asmall pressure difference and thus not much lift. The carriage power andthe carriage speed are consequently not great. At this moment, theaircraft embraced by the fluid wall 711, the fluid-hole 712, the rearnegative pressure zone 713, the fluid hole mouth 714 within a largenegative pressure area 715. Because the aircraft is fast, the thicknessof the fluid wall 711 accumulates as if the airplane instantlycompresses the air into the fluid wall 711 of a certain thickness. Theflow speed of the fluid hole 712 is equivalent to the flying speed ofthe aircraft. The flow speed of the fluid near the aircraft isequivalent to the aircraft speed with a gradient of gradually reducingfrom the aircraft until it vanishes. The faster the aircraft is moving,the thicker the fluid wall 711, and thus the thicker the fluid hole 712,resulting in the larger area of the rear negative pressure zone 713 andgreater negative pressure. Therefore, the greater the negative pressureis around the aircraft in the large negative pressure zone 715 of thefluid hole. A high pressure difference is created between inside andoutside of the fluid hole 712. The aircraft is enclosed in a bignegative pressure zone of the fluid hole 715, adding a heavy burden tothe large negative pressure area 715 to crash the fluid wall 711periodically. The fluid hole 712 and the rear negative pressure zone 713are thus formed and then the fluid hole mouth 714 is closed. The processof this cycle consumes almost 90% of the overall energy to overcome thefluid resistance. High energy consumption cause high difficulty toimprove the aircraft's speed.

The engine is located in the wings or the fuselage of the aircraft. FIG.1 shows the true state of this situation.

The modification on the traditional aircraft aims at resolving twoproblems: increase in the lift and decrease in resistance.

1. Regarding to the lift problem, the fluid channel communicates withthe wings and the fuselage. With the action of the powerful suction inthe rear of the engine, the unified big wing is formed. The big wing, asdescribed in this invention, is not only confined to the traditionaldefinition which extends out from the fuselage, but to the entireaircraft including the fuselage, the wings, the engine as a whole, sothat a huge pressure difference between the upper and lower wing surfaceprovides the source of huge lift.

2. Regarding the fluid resistance problem, at least one port at thefront end of the aircraft inhales the high-speed fluid into the flowchannel to form a relatively negative pressure zone in front of theaircraft. The resistance of the forward fluid wall is therefore reduced.At least one port on the external surface of the fuselage imports thefluid around the aircraft into the fluid channel so that a relativelynegative pressure zone is formed around the aircraft, contributing to adecrease in the resistance of the fluid hole. The exit at the rear ofthe aircraft emits a large amount of high-speed fluid to block theenclosure of the fluid hole mouth, so that the small negative pressurearea and the large negative pressure zone can not form. Therefore, thefluid resistance problem encountered in the conventional aircraft can besolved.

The fluid wall is the source of resistance for vertical fluid. The fluidhole is the source of resistance for lateral fluid. The fluid hole mouthis the source of resistance for the small negative pressure zone of therear. The area around the fuselage is the source of resistance for thelarge negative pressure zone.

According to the above theory and design principle, the implementationdetails of various embodiments of the present invention are as follows.

In the first embodiment, as shown in FIG. 2 and FIG. 3, a flightequipment main body 1 includes an outer shell 2 and inner shell 3. Theinner shell 3 communicates with a fluid channel 4 having at least onepartition. On an upper surface of the outer shell 2 is located at leastone first port 701 or on a periphery of the outer shell 2. Each of thefirst ports 701 and a second port 702 has a controller 703 to control aspoiler panel which has a curved upper surface and a flat lower surfacewhich can act like a shutter when closed or open. The upper and lowersurfaces of the spoiler panel are feathery. As shown in FIG. 17, whenthe fluid flows in the port through the curved surface of the featheryspoiler panel, the flow path becomes longer, the fluid flows faster withlowered resistance. At the middle of the bottom of the outer shell isequipped with a jet engine 801. The jet engine 801 has an air-in ventcommunicating with the fluid channel 4, and an air-out ventcommunicating with ports 8, 802, 803, 804, 805, each port iscontrollable for a closing and opening operation. A steering head 806guides the direction of each port.

When the jet engine 801 works, a strong suction intakes the fluid ofmoving fluid wall 711 into the fluid channel 4 from the first port 701and the second port 702 to form a relatively negative pressure area onthe upper surface of and around the equipment main body 1, significantlyreducing the resistance of moving fluid. But the fluid path, the areathat the fluid flows over, and the flow speed for the fluid inside thefluid channel 4 are much larger than those on the external lower surfaceof the outer shell 2 in the natural state of flow. With the powerfulsuction of the engine 801, the long path, large area, high-speed fluidand low pressure for the fluid inside the fluid channel 7 results ingreat lift. Such a huge lift in the fluid channel 4 is generated withina large-area fast moving fluid, filling inside the equipment main body 1and then extending to the upper surface of and around the outer shell 2communicating with the equipment main body 1. This creates an enormouspressure difference from the lower surface where the fluid flows in thenatural state. This pressure difference is much larger than thatgenerated by conventional wings or propeller pressure. A curved bottomplate 201 is provided to facilitate the smooth passage of the fluid andcollect the fluid at the exit 8, so as to effectively occupy the spaceof the small negative pressure zone 713, reducing the size of the smallnegative pressure zone 713. Meanwhile, the steering head 806 turns downto guide the exits 802, 803, 804, 805 down, so that the jet engine 801emits high-speed fluid from the exits 8, 802, 803, 804, 805, generatinga huge lift to push the equipment main body 1 lift with very low energyconsumption. When the equipment main body 1 flies, the engine 801 emitsall the fluid inhaled through the ports out of the exit 8. A largeamount of high-speed fluid forces the fluid hole 712 to block the fluidhole mouth 714, so that the resistance has to change from negative topositive. The high-speed fluid emitted from and around the exit 8jointly fills the small negative pressure zone 713, stopping theformation of the large negative pressure zone surrounding the equipmentmain body 715. In the air, it is allowed to fully open the ports701,702. The fluid hole 712 tightly wraps the equipment main body wherethe fluid is inhaled into the fluid channel 4, thereby forming arelatively negative pressure zone around the equipment main body. Thiscreates a lot of pressure difference from the external surroundingfluid, and thus provides a greater lift.

While the fluid resistance is greatly reduced, the aircraft is driven bythe engine 801 to travel at high speed in the air. By closing otherexits and only opening the exit 802 to emit the fluid toward the rear ofthe equipment main body 1, the equipment main body 1 will fly forward.Similarly, the equipment main body 1 can move backward and forward, turnleft and right or at any angle.

In the view of the above, the new aircraft has a very simple structure.As long as in the movement direction of the aircraft, fluid resistancearound the aircraft can be absorbed into the fluid channel tosignificantly reduce the fluid resistance by means of equitabledistribution of certain amount of ports proportional to the area of therelatively negative zone. The decrease in the fluid resistance dependson the increase in the lift generated.

As a basis for the flight platform, a casing with a fluid channelbetween its inner shell and outer shell is placed on this platform. Theshell can be of a semi-circular, spherical, oval-shaped or triangularshape and communicates with the fluid channel 4 of the platform. As longas the fluid channel within the shell communicates with the equipmentmain body and the engine, a new-generation aircraft of a variety ofshapes and having great lift can be achieved. Alternatively, at the verymiddle of the equipment main body is formed a fluid channel in shape ofcircle, disk, garment or pyramid. The aircraft in this invention alsoincludes an inflatable plane, an inflatable flying vehicle, trafficairplane capable of moving in the water, land and air. The aircraftproduced according to the configuration described in this invention issimpler more applicable because of its improved lift coefficient, flyingspeed and energy efficiency compared to the conventional aircraft. Theengine can be mounted on the top, the rear and the front of theaircraft.

In addition, for the propeller-powered helicopter, the high-speedrotation of propeller at the top thereof drives a great number ofhigh-speed fluid to emit downward, forming a fluid wall and a fluidhole. A small negative pressure zone forms at the lower part of themiddle of its fuselage while a large negative pressure zone formssurrounding the fuselage. FIG. 2 illustrates the true state of thissituation.

A second embodiment of the invention, as shown in FIG. 4, is the same asthe first embodiment, except that the equipment main body radicallyextends out from its center to form a flyable saucer having the fluidchannel formed by the inner shell 3 and the outer shell 2. The upperhalf shell 201 has a port 7, at least one port 701 and a controller 703,and communicates with the fluid channel 4 to form a negative pressurezone. The lower half shell 202 has a closed port to form a positivepressure zone. At the front, rear, right and left around the center ofthe flyable saucer is respectively located a jet engine 801. The jetengine 801 has an air-in vent communicating with the fluid channels 4and an air-out vent communicating with the exit 8. The steering head 806controls the direction of the exit 8. The four exits are turned down bythe steering head 806, pushing the flyable saucer upward. In the air,only the right jet engine 801 can be actuated to emit the fluid from theexit 8 for pushing the flyable saucer forward. Similarly, the flyablesaucer can be driven to move in a particular direction by actuating thespecific engine located in that direction.

In the air, it only needs to open the port 701 of the lower half 202 tolet the fluid at the bottom to flow faster than at the top, so that thelift quickly disappears and the flyable saucer can be down. If the port701 of the upper half 5 opens, then the flyable saucer rises rapidly. Ifa port 701 in a particular direction as needed, a desired pressuredifference will generate on the shell of the flyable saucer to shift theflyable saucer into that particular direction.

In a case that the engine is replaced with suction motor of highwater-absorption power, it becomes a submersible vehicle of newstructure which the spoiler panel in the port is replaced with ascale-like spoiler, as shown in FIG. 18. Water in the fluid channelsubstitutes a water container of a general-purpose submarine, savingvaluable space of the submersible vehicle. By means of opening the port701 of the lower half, a submersible vehicle can quickly rise and dive.

With rational design of front and rear jet engines, the flyable saucercan travel in the air. The flyable saucer is equipped with two suctionmotors at its right and left sides to enable it traveling in the water.The engines may be controlled to prevent water from entering inside ofthe saucer. When the flyable saucer leaves from the water, the suctionmotors actuate so that it can move both in the air and water.

In another embodiment of the invention, as shown in FIG. 3, no enginesand exits is located neither at the center nor around the flyablesaucer, but only an engine 801 at the bottom center thereof. The air-invent communicates with the fluid channel 4, the air-out vent and theexits 8, 802, 803, 804, 805.

In a third embodiment, as shown in FIGS. 5, 6, 7, a triangular aircrafthas the same structure as that in the first embodiment, except that atriangle shape is formed by extending outward from the equipment mainbody in the front, rear, right and left directions. A fluid passage isformed between the outer shell 2 and the inner shell 3 to communicatewith the fluid channel inside the equipment main body. The engine 801 islocated in the rear center, with its air-in end communicates with thefluid channel 4 while the air-out end communicates with exit 8. If thefuselage is large, more than one engine can be additionally mounted atits rear. All the straight-line parts of the aircraft are proportionallychanged to be curved. Thereby, a novel streamlined aircraft is achieved.

In a forth embodiment, a garment-shaped flight vehicle, namely, flightsuit, as shown in FIG. 3 and FIG. 8, has the same structure as thesecond embodiment, except that the flight vehicle has a fluid channel401 between an outer covering 2 and an inner covering 3 to communicatewith the fluid channel 4 in the equipment main body. At least onecontroller 703 is located on the outer covering 2 to control the air-inangle of the ports 701, 702 communicating with the fluid channel 401. Aholder 9 is located at each of the right-hand side and the left-handside for the user to conveniently hold and keep them balanced. Theholders can be also mounted at front and rear of the equipment mainbody. The inner covering 3 is impermeable for water and air. The outercovering 2 is thoroughly feathery, as shown in FIG. 17, in order toreduce the fluid resistance.

When the jet engine 801 works the generated huge suction powerfullydrains the external fluid into the fluid channel 4 through theadequately arranged ports 701, 702 of the outer covering 2. The powerfulsuction of the jet engine forms a relatively negative pressure zonearound a user's body. This creates a great pressure difference from thebottom plane of the flight suits, resulting in a lift. When the fluid isemitted downward through the exits 8, 802, 803, 804, 805, the flightsuit is easy to move upward. If only the exit 802 opens while otherexits close in the air, the flight suit moves forward. Similarly, theflight suit can move backward, right or left. In the air, the flightsuit can turn to any specific direction by means of generating pressuredifference formed by emitting the fluid from a specific exit which canbe opened or closed as needed.

Because the flight suit sucks the fluid resistance in the movementdirection into the fluid channel under the action of the jet engine, therelatively negative pressure zone has formed around the flight suit tocreate a great pressure difference from the bottom plane. Besides, thereis also a huge pressure difference between the flight suit and thesurrounding fluid. A great lift is therefore generated.

The flight suit is easily driven to fly by the power. After the fluidresistance in the movement direction is sucked into the fluid channel,the relatively negative pressure zone around the flight suit has beenformed. In this state, the shell of any shape is easy to fly.Accordingly, a more aerodynamic shape is favorable to reduce the fluidresistance. Thereby such a structure is very easy to make a flyingchair, or a small flight vehicle suitable for the human body.

In another embodiment, the bottom of the equipment main body can beeasily changed to a baggage of backpack shape. The jet engine 801 has anair-in end communicating with the fluid channel 401 inside the flightsuit. The air-out vent communicates with each exit so that a pressuredifference forms between the upper and lower parts of the flight suit orsurrounding fluid by means of the control of the ports. A huge lift isthereby generates for another type of flight suit. If the jet engine 801is replaced with the suction motor, the entire surface of the outercovering 2 is full of scales as shown in FIG. 18 in order to reduce thewater resistance. A diving suit power-driven in the water is therebyachieved. If the engine is replaced with a low-power turbofan engine andthe inner covering with soft and comfortable material, then a securitysuit with improved jumping and running performance for anti-terrorofficers and police is thereby achieved, which can greatly enhance thecombat capabilities. If the engine power is further reduced, then anappliance for the purpose of fitness, rehabilitation and health care isthereby achieved.

In a fifth embodiment, a small airplane, shown in FIG. 3 and FIG. 9, isthe same as the first embodiment, except that a casing has a shape ofsmall airplane formed by extending outward from the equipment main bodyof the small airplane in the directions of front, rear, right and left.Inside the shell contains a chair 1, the fluid channel 4 between theouter shell 2 and the inner shell 3. The fluid channel 4 communicateswith at least a port 701 having a controller 703 inside thereof on theouter shell 2. The air-in end of the jet engine 801 communicates withthe fluid channel 4 while the air-out end communicates with the exits 8,802, 803, 804, 805. In the air the port 701 on the desired direction canbe opened or closed. If the port 701 opens, a pressure differencegenerates between the port 701 and the outer shell 2 so that the smallairplane is driven into the desired direction. Therefore, the world'ssmallest non-wing and non-propeller man-carrying aircraft is achieved,which has a great market.

In a sixth embodiment, an inflatable aircraft as shown in FIG. 10 is thesame as the first embodiment, except that the equipment main body of theinflatable aircraft has a casing of shape formed by extending outwardfrom its center in the directions of top, bottom, right and left. Theinflatable aircraft looks like the conventional aircraft, but has nowings and tail. The fluid channel 4 is between outer shell 2 and theinner shell 3, which surround the whole inflatable aircraft. The innershell 3 is a dual-layered hollow inflatable space. After the inner shell3 is full of air, the certain distance between the outer shell 3 and theinner shell 2 is the fluid channel 4 which communicates with the air-inend of the rear engine 801. The air-out end of the engine 801communicates with the exit 8.

The outer shell 2 of the oval-shaped inflatable aircraft is regarded asa wing thereof. Because of the powerful suction of the turbofan engine801 in the oval-shaped fluid channel 4, the fluid flows very quickly.The fluid flows along the spherical route of up to 180°. The flowchannel 4 under the powerful suction of the engine, the path length islong, the velocity is high, and the air pressure is low. Such a liftgenerated from the internal fluid channel 4 passes through each of theports 7, 701 until reaches the upper hemispherical half 201 to form ahuge pressure difference from the lower hemispherical half 202. The liftand carrying capacity thus created are great.

Such an inflatable aircraft benefits by high-flight-speedcharacteristics as the conventional aircraft had, and floatingcharacteristics as a lighter-than-air airship has. It has lowmanufacturing cost. It became a carrying aircraft by inflating and easyto fold by deflating when not used folded. The aircraft and airship aretwo completely different types of aircraft, but can be combined togetherin this invention to produce a low-cost and superior-performed carryingaircraft. The outer shell 2 matches the inner shell 3 which can beinflated as a aircraft in a shape of dome, oval and other shapes. Theaircraft is simpler than the traditional aircraft from manufacturingaspect. The inner shell 3 can also be a general shell without anyinflatable layers.

When the aircraft is to rise, the port 701 of the upper hemisphericalhalf 201 opens by means of the controller 703. When the aircraft is todescend, the port 701 of the lower hemispherical half 202 opens.Similarly, the aircraft shifts right or left by opening the port 701 onthe right side or left side opens turn left or right anterior part ofimport, the aircraft to the left or right. Therefore, the change inflight direction can be achieved by opening ports in the desireddirections.

In a seventh embodiment, a circular-wing aircraft, shown in FIG. 10 andFIG. 11, is the same as the sixth embodiment, except that itsoval-shaped fuselage is equipped with side wing like conventionalaircraft, but the side wing surrounds the whole fuselage to form acircular wing 5. Thereby, the reliability and the safety of the aircraftgreatly improves. At the circular wing 5, the fluid passage 401 isformed between the outer shell 2 and the inner shell 3 to communicatewith the fluid channel 4 of the fuselage. On the shell 2 of the outershell 2 is located at least one port 702 having a controller 703. Theport 702 communicates with the fluid passage 401. Each of right side andleft side of the circular wing 5 has an engine 802. The rear of thefuselage has a holder connecting to and supporting the circular wing 5.

When the turbofan engines 802, 801 work to power the circular-wingaircraft, especially when the rear turbofan engine 801 generates astrong suction, the fluid resistance is sucked at high speed from port 7at the front of the fuselage and the port 701 at the upper surface 201of the fuselage to form a relatively suction negative pressure zone.Thereby, the resistance of the fluid wall and fluid hole greatlyreduces. Meanwhile, a negative pressure differs between the upper andlower surfaces of the fuselage results in a big lift. At this moment,the port 702 on shell 2 of the circular wing 5 generates powerfulsuction to suck the resistance of the fluid hole into the fluid channel401, so that the surface of the outer shell 2 forms a relativelynegative pressure zone. Since the difference of fluid speed between theexternal and internal parts of the circular wing, a huge pressuredifference generates between the outer shell 2 and inner shell 3 of thecircular wing 5 to bring the huge lift to the circular wing 5.

In light of the above, due to the communication of the fluid channel 4with the fluid passage 401, the engine powerfully sucks the fluid fromthe ports 7, 701, 702. In this circumstance, the fuselage and the wingunify to be a big wing to provide stronger lift. Then the engine 801powerfully emits the sucked fluid out of the exit 8 to block the fluidhole mouth from being closed, forcing the surrounding fluid hole to stopthe flow of the fluid from the fluid hole mouth so that the resistancehas to change to be positive from negative. The high-speed fluid aroundthe exits instantly jointly fills up the small negative pressure zone atthe rear of the aircraft. Therefore the big negative pressure zone ofthe fluid hole is not able to form, but instead adds more pushing forceto the aircraft. It is an ideal flight state that the relativelynegative pressure zone is on the front of the aircraft and on thefuselage, while the positive pressure zone is at its rear.

For the small circular-wing aircraft, the engine 802 can be optionallyremoved from the circular wing 5. The circular wing can also be ofrectangular, triangular, oval, and domed shape, etc.

In the eighth embodiment, a flight vehicle as shown in FIG. 12 is thesame as the sixth embodiment, except that it has the outlook of a car.The inner shell 3 is an inflatable layer. The flight vehicle has anouter layer 301, and an inner 302. The outer shell 2 is made oflightweight and sturdy materials such as carbon fiber, glass fiber,aluminum alloy. The inflatable layer has a plurality of springs 902distributed around. Between the outer shell 2 and the outer shell 3 isdistributed a plurality of springs 901. At the bottom of the outer shell2 are located some spoiler panels 201 arranged in a manner that a convexsurface of one spoiler panel faces a concave surface of its neighboringspoiler panel. A seat 303 is also inflatable.

When the engine 801 works, the first, second and fifth ports 7, 701 sucka great amount of fluid on the external surface of the outer shell intothe fluid channel 4, so that an enormous pressure difference formsbetween an upper half and a lower half of the vehicle, resulting in agreat lift which enables the automobile car to take off on a very shortpath. When only the third port 701 opens, the fluid speed at the bottomof the vehicle is higher than the top thereof, and thus the liftdisappears. When the vehicle runs on the ground, the fluid pressure atthe top is slightly higher than the bottom due to the changed state offluid distribution. Thereby, the upper shell of the vehicle can besteadily pressed by that fluid to provide an improved traction. At thispoint, compared to a Mercedes-Benz car of more than 2 tons at theconditions of the same size and speed, the vehicle of the invention ismore stable and more secure. It is known that a part of weight consumesa part of power. For example, an inflatable vehicle has the weight of200 kg, even lighter, which is a 1/10 of the weight of a Mercedes-Benzcar. In other words, it could be saving 90% or more of energy. Thissaved energy is what has been paid for overcoming the lift resistance byweight from the conventional aspect in the vehicle industry overhundreds years. At this point, the inflatable vehicle could move in theair and on the ground by using a low-power engine.

In addition, under the same conditions, the flow rate inside the fluidchannel is much higher than outside the fluid channel. The spoilers 201makes the flow path longer than the top of the vehicle. Therefore thefluid flows through the fluid channel 4 via the bottom of the vehicle athigher speed than via the top of the vehicle, resulting in thedisappearance of the lift resistance. At this moment, it is particularlysuitable to use green energy as the power source of the vehicle. Forexample, a fuel cell, a solar energy or compressed air can be used as adriving force to provide the motor with the required power to directlydrive the wheels, so that the inflatable car can be driven like anordinary car.

In case of a car accident in which an impact coming from the front of oraround the vehicle, the impact can be conveyed to the inflatable layer 3and a core spring 902 through surrounding springs 901 for buffering theimpact force and thereby greatly increasing the security.

In another embodiment, it is the same as the above embodiment, exceptthat the outer shell 2 is the inflatable layer, or the inflatable layeris between the outer shell 2 and the inner shell 3.

A ninth embodiment, shown in FIG. 1, FIG. 10 and FIG. 13, is the same asthe sixth embodiment, except that the airplane is equipped with wingsand a tail, in which under each of the wings is located at least onemotor 802. The outer shell 2 and the fluid contacting surfaces arefeathery so as to reduce the fluid resistance. Because the fluidresistance is proportional to the windward side of the airplane, sothere is with the front fuselage shell into the same area, the fifthport 7 of the same area as the fuselage at the front of the airplanesucks the resistance of the fluid wall into the fluid channel 4 underthe powerful suction of the engine to form a relatively negativepressure zone at the front of the airplane. A fluid passage 401 islocated between the outer shell 2 and the inner shell 3, communicatingwith the fluid channel 4 of the airplane. On the outer shell 2 of thewing 5 is located at least one fourth port 702 communicating with thefluid passage 401. The fluid passage 401 has a port 501 at its front andan exit 502 at its rear. The port 501 communicates with the exit 502over the upper surface of the wing. The ports 7, 701, 702, and the exit501 respectively have a controller 703 to control the feathery spoilersat least one of which has a curved upper surface and a curved lowersurface, as shown in FIG. 17.

Curved feathery spoiler so that fluid passing path of variable length,the speed change fast, so the wings, fuselage and engine to form aunified big wing. I mentioned in fifth Import can also be set up withinthe seven electric control gate (Figure not shown) or a spoiler, usingcontroller 703 to control the electronically controlled door open ortogether to control different parts of the shell surface of the inputgas, which control the flight of the changes in steering or lift. Suchuse of the negative pressure near the ports to control the vehiclesteering is completely different from what has been in the existingtechnology using the jet engine or propeller to generate the steeringpower.

When the rear engine 801 works to provide a strong suction effect, thefifth port 7 at the front of the big wing, the first port 701 at the topof the fuselage and the forth port on the upper surface of the wing opento such a great amount of the surrounding fluid into the fluid channel 4and the fluid passage 401 through the ports 7, 701, 702. Thereby, alayer of the fast-flowing fluid over the upper surface of the outershell of the big wing, which later joins the layer of fast-flowing fluidinside the fluid channel 4 and the fluid passage 401 to form an uppersurface of the big wing. The big wing has an area far greater than theconventional aircraft wings. The greater the wing area, the greater thelift is. Under the action of a powerful suction provided by the engine,the flow speed on the upper surface of the big wing is much higher thanthat on the lower surface in a natural state. Then, a huge pressuredifference between the top and the bottom of the big wing provides agreater lift. Such a lift can be controllable through the engine toincrease the carrying capacity, the speed with lowered energyconsumption.

At the same time, the outer shell of the big wing and thefluid-contacting surfaces are feathery to reduce the fluid resistance.The feathery spoiler panels controlled by the controllers 703 of eachport cover in layers, just like the bird's feather, letting the fluidflow between two neighboring layers of feather. The bird controls itsflying speed and direction by steering its feathery wings. So far nofight vehicle can reach the birds' flight state. The controller 703 inthe ports 701, 702 can be used to control the states of feathery spoilerpanels of the wings and the fuselage in the wet the bird flies. Even at60°-70°, the aircraft will not lose its control on speed if the fluidleaves the wings. If the aircraft breaks down, the pilot has moreopportunity to escape by gliding the aircraft.

At this point, the engine 801 sucks the fluid resistance from the fluidwall 711 and fluid hole 712 into the fluid channel to form a relativelynegative pressure zone at the front of and around the aircraft. Then alarge number of high-speed fluid is strongly emitted through the exit 8.The fluid from the fluid hole 712 reaches the rear at the same time toclose flow hole mouth 714. In the case that a great amount of high-speedfluid is emitted from the exit 8 flows faster than the fluid flowing atthe speed equal to the aircraft's speed, the fluid of the fluid hole 712having the speed equal to the aircraft's speed is not able to close thefluid hole mouth 714, but surrounds the aircraft, forced to change thenegative resistance into a positive driving force.

For an exiting aircraft with an engine on its wing, even though anexhaust pipe is used as a rear auxiliary power unit, it still cannotproduce a large number of the fluid flowing faster than the aircraft tostop fluid hole mouth from being closed.

When the aircraft takes off, the ports 701, 702 of the big wing open togenerate a huge lift at the upper and lower parts of the big wing. Theaircraft is thereby easy to take off over a very short runway withreduced energy consumption. The aircraft has an improved carryingcapacity on flight, higher flight speed and more saved energy.

The front and the surrounding area of the aircraft have relativelynegative pressure which is relative to the original positive fluidpressure.

In tenth embodiment of the invention, an airplane, as shown in FIG. 14,the same as the ninth embodiment, except that the tube-like fluidchannel 4 at either side of the fuselage communicates with the fluidpassage 401 on the wings, and the fluid channel 4 communicates with thejet engine 801 to form a big wing by unifying the engine, the wings andthe fuselage, especially when the upper surface of the wing becomes theonly source of fluid for the engine. A port 501 is located at the frontof the wing 5 and an exit 502 is at the rear. At least one forth port702 is on the upper surface of the wing 5. The controller 703 controlsthe change in the angle of the ports.

When the jet aircraft flies, the jet engine 801 sucks a large amount offluid into the fluid passage 4 and channel passage 401 from the ports501, 702 through the fluid passage 401 and the fluid channel 4communicating with each other. Especially under the action of strongsuction by the engine, the high flow speed and low air pressure in thefluid channel results in strong lift. The lift generated internallyextends outward until the upper surface of the fuselage.

This embodiment has completely changed the history of passive generationof the aircraft lift by subtle difference between the curved surface ofthe upper wing part and the flat surface of the lower wing part at thenatural state. In this invention, the powerful suction provided by theengine actively generates the lift. Each forth port 702 on the uppersurface of the wing is used as the only one source of fluid for theengine. The fluid speed at the upper surface of the wing is much largerthan the lower surface. Since the rotation of the engine iscontrollable, the fluid speed at the upper surface of the wing is alsocontrollable. If the fluid speed at the curved upper surface of the wingis double of that at natural state, then the obtained lift is double ofthat at natural state. Similarly, if the fluid speed at the curved uppersurface of the wing is higher than that at natural state by 15 times,then the obtained lift is larger that at natural state by 15 times ormore. It can be easily implemented by means of the control of theengine. One or both ports 501, 502 can be controlled to close as needed.The fluid flows through the forth port 702 of the upper surface of thewing 5 can also generate a huge lift. A plurality of fluid passages 401is further provided on the upper surface of the wing from bottom to top.Each fluid passage 401 has a controllable front port 501 and a rear port502. Each external top has a changeable-angle port 702 communicatingwith the fluid passages 401 so that that plurality of fluid passagescommunicate with one another. The fluid passages 401 further communicatewith the fluid channel 4 of the fuselage.

At present, no flight vehicle has been found to be able to fly in theair as flexibly as a bird with very little energy for long-distanceflight. In order to create a flight aircraft overcoming the abovedisadvantages, it needs to imitate the mechanism of the bird feathers ontheir wings. A feather-like layer covers with another feather-likelayer. The controllers 703 control the respective feather-like spoilerpanels like the bird controls the layers of the feathers, so that thefluid can flow through the multi-layers of spoiler panels as if throughthe layers of bird's feathers.

In the eleventh embodiment, a jet airplane, as shown in FIG. 15, is thesame as the tenth embodiment, except that the fluid channel 4 betweenthe outer shell 2 and the inner shell 3 surrounds the fuselage. Thefront port 7 communicates with the surrounding port 701. A cone-shapedrotating head driven by a motor 202 at the front of the airplane. Atleast one of the first ports 701 of the fuselage and the forth ports 702of the upper surface of the wing opens to communicates with the fluidchannel 4 of the fuselage and the fluid passage 401 of the wing,unifying the fuselage, the wing and the engine to be a big wing. Underthe action of the powerful suction of the engine, the upper surface ofthe big wing forms a relatively negative pressure zone which reduces theresistance of the fluid hole. At the same time, there creates a largepressure difference due to the difference in fluid speed at the upperand lower parts of the big wing, contributing to provide a greater liftthan that a conventional aircraft can generate. Then the jet enginepowerfully emits the fluids from the exit 8, instantly filling up thesmall negative pressure area at the rear while inhibiting the formationof the large negative pressure zone. Meanwhile a relatively negativepressure zone forms at the front and the surrounding area to reduce theresistance of the fluid wall and the fluid hole. The rear is a positivedriving force zone for the airplane to move in a more ideal distributionof the moving fluid.

A traditional jet engine is located in the middle of the jet airplane'srear to stop the fluid hole mouth from being closed and eliminate theresistances at the large and small negative pressure zones. However, thewings of the jet airplane produce a very limited lift. Its fuselage isdesigned to mainly overcome the resistances of the fluid wall and thefluid hole with huge energy. The location of its air-in passages at bothsides or the bottom of the wings fails to directly contribute toreduction of the fluid resistance and generation of the lift, butinstead enlarges the volume and adds load to the fluid resistance.

In a 12^(th) embodiment of the invention, a helicopter, shown in FIG. 2and FIG. 16, has an outer shell 2 and an inner shell 3. A fluid channel4 and a fluid passage 401, which communicate with each other, form at acertain distance between the outer shell 2 and the inner shell 3,respectively. At least one of ports 701, 702 having a controller 703 onthe outer shell 2, and the front port 7 communicate with the fluidchannel 4 and the fluid passage 401. The middle of the bottom of thefuselage is located a turbofan engine 801, with its the air-in endcommunicating with the fluid channel 4 and the fluid passage 401, andits air-out end communicating with the exit 8. A streamlined bottomplate 201 is used to facilitate smooth flow of the fluid which is guidedto collect around the exit 8, meanwhile occupying a part of a smallnegative pressure zone 713 in order to reduce pressure on the smallnegative pressure zone at the bottom.

When the helicopter is in flight, a propeller 6 rotates at high speed tosuck the above fluid and then emit the sucked fluid outward through itsbottom to form a fluid wall 711 on the top of the fuselage. The fluidinstantly surrounding the fuselage forms a fluid hole tightly wraps thefuselage, bringing the resistance to the helicopter. The continuous flowof the fluid hole allows the fluid to reach a certain distance from themiddle of the bottom of the fuselage to close the fluid hole mouth 713.Thereby, a negative pressure zone 713 forms at a distance between thefluid hole mouth and the middle of the bottom of the fuselage.Meanwhile, the surrounding area of the fuselage forms a large negativepressure zone 715. The faster the aircraft, the larger the fluidresistances of the fluid wall, the fluid hole, the large and smallnegative pressure zones are. This is the main reason why all of today'shelicopters have low flight speed but high energy consumption.

At this point the turbofan engine 801 works, powerful suction sucks thefluid resistance of the fluid wall 711 and the fluid hole 712 into thefluid channel 4 and the fluid passage 401 from the front port 7 and thetop and side port 701, 702, so that a relatively negative pressure zoneforms at the top, the front and the both sides of the fuselage,significantly reducing the fluid resistance of the fluid hole and thefluid wall. Meanwhile, due to a huge suction of the turbofan engine 801,the fluid speeds at the top, the front and the both sides of thefuselage are much greater than that at its bottom. The differencebetween the fluid speeds at the top and the bottom of the fuselageresults in a very big pressure difference which generates the huge lift.At this point, pressure difference between the top and the bottom of thepropeller and the pressure difference between the top and the bottom ofthe fuselage jointly provide much greater lift. Then the turbofan engine801 powerfully emits the sucked fluid resistances from the ports at aspeed greater than the helicopter, forcing the fluid hole to reach thebottom of the fuselage to close the fluid hole mouth 714 to stop thenegative resistance. Therefore the great amount of the high-speed fluidis forced to emit around the exit and join to change the resistance fromnegative to positive. The small negative pressure zone 713 is instantlyfilled up so that the large negative pressure zone 714 of thesurrounding area of the fuselage is inhibited to form, pushing theaircraft to move faster.

In another embodiment of the invention, the fluid channel 4 formsbetween the inner shell 3 and the outer shell 2, surrounding thefuselage and communicating with the engine located in the bottom or therear of the fuselage.

In still another embodiment, no fluid channels 4, fluid passages 401 orports is provided. In the bottom of the fuselage, a small propeller 801is located a certain distance from the middle of outer shell 2. Theupper surface of the small propeller 801 is a certain distance from themiddle of the outer shell 2 at the bottom of the fuselage, ensuring thatthe upper surface of the small propeller can emit the fluid downwardafter the fluid is sucked, so as to blocking the fluid hole mouth frombeing closed.

For the existing helicopter using the propeller as the lift source, thetheory and the approach of developing a new technology is hard to make agreat achievement, no matter the fuselage has one or two propellers. Itis because under the circumstance that the propeller sucks the abovefluid and then high-speed emits the sucked fluid toward the fuselage,creating the fluid wall and the fluid hole, the helicopter will be stuckin the large or small negative pressure zones generated by thepropellers and therefore hard to move, causing energy waste. In thisinvention, the fluid hole mouth is stopped from being closed,significantly reducing the fluid resistance while forming a new liftsource at the top and the bottom of the helicopter. Therefore, the newlift source will, along with the propeller, provide a greater lift. Thisconfiguration according to the invention finds the development of thehelicopter a new direction.

The above-mentioned descriptions represent merely the preferredembodiment of the present invention, without any intention to limit thescope of the present invention thereto. Various equivalent changes,alternations, or modifications based on the claims of present inventionare all consequently viewed as being embraced by the scope of thepresent invention.

What is claimed is:
 1. An aircraft generating a lift from an interior ofthe aircraft, comprising: having a fuselage, engines and wings, having aplurality of ports on surface of a casing of the fuselage and wings, andhaving a plurality of exits at a tail of the fuselage, and having afluid channel between the ports and the exits; wherein the wingscomprising first and second wings located at the left and right of thefuselage; the engines comprising first and second engines located underthe first and second wings which could generate lift, respectively; anda third engine, equipped inside the tail of the fuselage and located inthe fluid channel, having an air-in vent and an air-out vent, whereinthe air-in vent communicates with the ports, and the air-out ventcommunicates with the exit, wherein the third engine drives a fluid toflow within the fluid channel in the casing of the fuselage and wings,so that the fluid speed formed inside the fluid channel and over anupper surface of the casing communicating with the fluid channel islarger than that on lower surface of the casing in natural state,resulting in a pressure difference between the upper and lower surfacesof the casing and thus creating a lift.
 2. The aircraft of claim 1,wherein the upper surface of the aircraft communicates with the fluidchannel and the third engine to form a big wing having the fluid channelinside wherein with the action of power of the third engine, the fluidspeed is greater than that around the lower surface, so as to create apressure between the top and bottom of the casing to form the lift. 3.The aircraft of claim 2, wherein each port on the surface of the casingcommunicates with the fluid channel, wherein the port of the uppersurface is a first port, the port on the upper surface of the first andsecond wings is a fourth port, the port at the front in the movementdirection is a fifth port.
 4. The aircraft of claim 3, wherein at leastone of the inside of the ports has a controller and an electricallycontrollable door or a spoiler panel connected to the controller, thecontroller controlling an opening and closing of the electricallycontrollable door or the spoiler panel and an altering of theair-guiding angle of the spoiler panel as well so as to control anamount of air brought in at different parts of the casing and furthercontrol a flight direction or lift for the aircraft.
 5. The aircraft ofclaim 4, wherein the spoiler panel in the ports has a curved uppersurface and a flat lower surface, or an upper surface and a lowersurface of the spoiler panel are curved or flat.
 6. The aircraft ofclaim 1, wherein the equipment main body and the first and second wingsinclude an outer shell and a closed inner shell, the fluid channel beinglocated between the outer shell and the closed inner shell.